Motor vehicle transmission control



. Jan. 2, 1945. c. R. PAToN 2,366,254

`MOTOR VEHICLE TRANSMISSFON ONT-ROL Filed June 14, 1959 2 sheets-sheet 1 Fig. l.

ATTORNEY Jan. 2,- 1945. R, PATON `2,366;'Z54

' MOTOR VEHICLE TRANSMISSIO'N CONTROL Filed June 14,. 1939 2 sheets-sheet 2 INVENTOR.

ATTORNEYS Patented Jan. 2, 1945 MO'OR VEHICL TRANSIVIISSION CQJNTRL Clyde R. aton,'rmingham, Mich., assignor to Packard Motor Car Company, Detroit, Mich., a corporation oi' Michigan Application June 14, 1939, serial No. 279,165

s4 claims.

Tins-invention relates to motor vehicle transmission mechanismA of the type in whichthe drive from change speed gearing canbe modified.

An object of the invention is to provide av control for transmission drive modifying mechanism that is responsive to vehicle speed conditions or to a physical effort by the driver.

Another object of the invention is to provide an electro-magnetic control fora transmission drive modifying mechanism for vehicles that is associated with the engine ignition system to ground out and positively restore ignition after a definite interval during a. drive modifying operation. p

Another object of the invention is to pro-V vide an electro-magnetically actuated transmission drive modifying mechanism functioning upon a reversal of torque -with a light systemthat is energized to indicate that the mechanism is ready for a torque reversal.

A further object of the invention is to' provide an electro-magnetically actuated transmission drive modifying system with a plurality of physically operable control means and a gov-'- ernor operable control means that are individually operable and similarlyeifective.

Another object of the invention is topro-v vide a control for an electro-magnetically actuated transmission drive modifying mechanism consisting of means operating in accordance withvehicle speed and another means operative g when the vehicle is coasting to nulli-fy the normal functioning' of the sped means in 1a portion of its range of control.

Other objects of the invention will appear from the following description taken in connection with the drawings, which forms a part of this specification, and in which: Fig. 1 is a diagrammatic elevational view of a motor vehicle power and transmission plant with control mechanism associated therewith;

Fig. 2 is a diagrammatic view of the ignition and control circuits when functioning to modify the drive from the change speed gearing;

Fig. 3 is a' fragmentary view of thecontrol shown in Fig. 2 when functioning fito establish motor vehicle body having at the front end thereof a toe board II that terminates at its forward end in a dash I2. The instrument panel I3 carries a conventional ignition switch I4 controlled by a key l5.

The power transmitting unit consists of the engine I6, the main clutch containing casing I'I -at-the rear of the engine, a change speed gearing casing I8 at the rear of vthe clutch casing, and casing I9 at the rear of the transmission mechanism casing containing drive modifying mechanism. The change speed gearing in casing I8 is conventional and is controlled by. a pair of a direct drive from the change speed gearing; Fig. 4 is a vertical sectional'view of the drive modifying mechanism; A

Fig. 5 is a` sectional View of the drive modifying mechanism taken approximatelyon line 5--5 of Fig. 4;

Referring to the drawings by characters of feference, I0 represents the floor board of 'al shift rods 20 and 2| actuated by conventional mechanism under.y the control of a "shift lever (notshown) extending from the-tower -22 on top of the casing I8. The shift rod 2| carries a 'yoke 23tha1,4 engages with and shifts a gear clutch element 24 for selectively establishing either first or reverse drive, the clutch .element in its rearmost position meshing with the con- 'ventional reverse idler (not shown).

The driven shaft 25 at' 'the rear end ofthe change speed gearing projects through the front wall of the casing I9 'andwis suitably supported therein by ballbearing 26. In axialalignment with shaft 25 is a tail shaft 21 that projects through the rear Wall ofcasing I9 and is suitably supported therein byball bearings 28. These shafts 25 and 21 are connected in driving relation b-y mechanism that can be controlled Y to selectively provide a direct drive between the shafts, or a modified drive lfrom shaft 25 to shaft 21 which in this instance is overdrive, or a direct drive through an overrunningA clutch. Associated with the shaft 25 is planetary gearing consisting of a cage 29, having a rearwardly extending sleeve portion splinedto shaft 25, carrying journals 3l) on which planet ,gears 3l are rotatably mounted. The planet gears mesh with internal teeth of a planetary ring gear 32 and they also mesh with the external teeth of a sun gear 33 rotatably mounted on the shaft 25. Rotatably mountedon the sleeve portion of cage 29 and fixed to rotate with the ring gear 32 by means of splines is a clutch element 34. Thering 32 and the clutch element 3Q can be formed as one piece if desired.

The forward end 35 of the tail shaft 21 is enlarged and has'clutch teeth 36 formed thereon.` An axially shiftable clutch sleeve 31 telescopes the forward portion ,of this ange 35 andV has internal teeth 38 that are in constant meshing driving relation with the teeth 36. At the forward end oi this shiftableclutch sleeve are be engaged -by the teeth 39 of the clutch sleeve l 31 when shifted to rearmost position. This driving member is formed with a rearwardly extending hub 42 provided ywith cam surfaces and between such cam surfaces and the interior wall of the enlarged end of the tail shaft is arranged a plurality of rollers 43 carried by a cage 46 adapted to provide anoverrunning clutch connection between the member 4I and the tail shaft end 35.

The clutch sleeve 31 is shiftable manually to provide a direct connection from either the clutch element 34 or the driving member 4I to the tail shaft 21. In order to control the position of this clutch sleeve it is engaged by a. yoke 45 forming one end of a U-shaped device that includesa ring 46, slidably mounted upon a shaft 41 that is mounted for limited laxial movement in casing I9, and a connecting strap 41. A coil spring 40 surrounds the shaft 41 and is anchored at its rear end to such shaft by a spring clip 49, and its front endbears against the yoke 45. Fixed on the shaft 41 in advance of the yoke is an actuator member 50 having a pair of spacedngers 5I depending therefrom between which a cam element l 52 extends. This cam element is carried by an arm 53 fixed upon the end of a shaft 54 projecting through and carried by the side wall of casing I9. Fixed to the outer end of. this shaft 54 is a lever 55 and connected to the lever 55 is a Bowden wire 56 that extends to the instrument panel and terminates in a control knob (not shown).

By pulling the knob outwardly from the dash, the lever 55 is moved forwardly and rocks the shaft 54 to operate the cam 53 so that the actuator 50 xed to the shaft 41 is moved rearwardly and as the yoke 45 lies thereagainst it is also moved rearwardly thus moving the clutch sleeve 31 rearwardly so that the teeth 39 will engage the clutch 40 of drive element 4 I A direct drive is thus provided from shaft 25to shaft 21. This same result can be accomplished when the change speed gear mechanism is associated in a reverse drive relation as shown in Fig. 1. In order to obtain reverse drive, the rail 2| is moved rearwardly and it is provided with a shouldered extension that projects into the casing I9 and pushes the yoke 45 therewith on shaft 41 so' that the clutch teeth 39 will be caused to mesh with the teeth 40' on drive 'element 4 I Except when manually shifted in the two ways just described, the clutch sleeve is engaged with the planetary ring gear clutch 34 by spring 48.

Thev planetary gearing is controlled by means of a device associated to lock or release the sun gear. In the present instance a collar 58 is splined to the forward end of the sun gear and such collar is lprovided with a flange 59 having a plurality of a. unit so that a. direct drive is established between the shafts 25 and 21 through the overrunning clutch. When the pawl engages the sun gear co1- lar, the sun gear will be held stationary and the 55 ranged to serve as guides for the pawl.

planet gear carrier being driven by shaft 25 will cause the planet gears to rotate around the 'sun gear so that they will drive the ring gear 32 at a faster speed than thatof shaft 25. Thus the speed" f. of the drive from the change speed gearing to the tail shaft can be direct through the overrunning clutch or stepped up while the clutch 31 is engaged with the clutch element 34. When the clutch member 31 is disengaged froml the drive element 4I and the pawl is released then the drive will be from the shaft 25 to the drive memner 4I and through the overrunning clutch rollers 43 to the tail shaft 21.

The pawl 6I that locks or releases the sun, gear to establish overdrive or direct drive is actuated by a rod 62 under the control of an electromagneticsystem including a solenoid 63. The lsolenoid is provided with a housing 64 secured to the side ofcasing I9 by bolts 65 and xed in the housing is a pair of rods 66 to the outer ends of which is fixed a, cross member 61. Centrally of the casingv is fixed. a bracket 68. Slidably mounted in the fixed bracket 68 is an armature 69 having a flanged cap portion 10 that covers a hollow end thereof. The ro'd 62 extends axially through the armature and is slidably associated therewith. On the end of the rod is a contact 10' that is grounded as indicated at 1I. Within the hollow portion Vof* the armature is a coil spring 12 that bears at one end against the cap and at the other end against a retainer 13 fixed to the pawl rod. Between the armature cap and the xed bracket 68 is another coil spring 14 normally exerting sufficient pressure to hold the armature in extended position when the winding coils 15 and 16 of the solenoid are deenergized. The spring 'I2 is compressed by the armature movement, when the coils are energized, to create a suicient force `againstthe retainer 13, xed to the pawl rod 62,

to press the pawl intol one of the recesses 60 in the 4sun gear collar upon a torque reverse of the sun gear,

The spring 12 when compressed by the armature is charged to move the pawl into a recess 60 in the sun gear collar but if allowed to do So `while the collar. is rotating breakage would occur so means is provided to block out the pawl. Frictionally associated with the sun gear is a block-out ring 200 having two spaced ears 20I extending radially therefrom. In the ring and between the 50 one of the ears 20| strikes against one of the a guides where the ring is held and while in such position the pawl when charged will bear against the ring and is blocked from entering a sun gear collar recess. Upon reversal of torque in the planetary gearing, the block-out ring will travel in the reverse direction slowly so that the pawl will pass through the ring slot 202 andinto a recess in the ring gear collar.

Winding coil 16.. is arranged to have sufllcient 70 capacity to overcome the spring 14 and move the armature 69 toward the pawl6l when energized, and the winding chil 15 is designed to have sum clent capacity to hold the armature in the extended position into which it is shifted by the 76 primary winding coil. The winding coil 16 is coil.

gage contact by coil spring |0I.

connected to a contact 11 arranged to extend beyond the movement of .the armature cap and in a relation to -engage the grounded switch arm 18 thatI lies in the path of movement of the armature .cap vand normally engages contact 11`.

Thus when the armature is energized,i the movement of the cap will carry the switch arm 18A connected to contact 99 atoneV end and at the other end to a contact |08 in the switch 9|.

. tric'al connection between contact |018 and contherewith to disengage the same from contact 11 and thus break the circuit of the primary The holding coil 15 is grounded as indicated at 19 so that it will hold the solenoid in the position it has been moved to by the coil -16 after the primary circuit to coil 16 is broken. This movement of the armature does not shift the pawl rod 62 but it does compress the spring 12 so that the spring will push the pawl tact I|2. This disk is normally pressed into engagement'with the contacts Within the switch rod to engage the pawl with the sun gear collar quired-and this is accomplished by grounding 'the motor ignition.

Before the pawl can be disengaged.

The engine ignition system consists of the usual elements including spark plugs as indicated at 19,' a distributor 80, a coil 8|, an ammeter 82, a starter motor 83, a battery 84, and the switch I4. A conductor line 85 connects the battery with the starter motor, the starter motor being grounded, anda conductor line 86 isf'con-I nected with the ammeter and the conductor line 85. Between the ammeter and the ignition switchl I4 is a conductor line 81. Between the coil and the ignition switch is a conductor line 88, and between the coil and the distributor' is a high tension conductor 89. The distributor is connected to the spark plugs by conductor lines 90. It will be seen that the spark plugs can function only when the ignition switch is closed.

A plurality of controls for the electric system is provided; One of these controls is a foot operated switch structure indicated generally at' 9|, another control is a hand operated switch structure at the dash indicated generally at 92, and another of the controls isa governor .operated switch structure indicated generally at 93, such controls regulating the' action of the solenoid and the ignition.

In the control arrangement is a relay indii cated generally by numeral 94 having two movable cores 95 and 96. The core 95 has a disk 91 xed thereto and the core 96 has a contact disk 98 xed thereto. The disk 91 carries insul lated contacts |80 and I8I on opposite faces and is arranged intermediate the contacts 99 and |00,

housing by coil spring II3. Stem IIO projects I below the switch casing and into the path of movement of' an arm |I4 connected by a rod I|5 with the accelerator pedal IIS. 'Ihis arm I I4 is xed to a s haft I|1 that has mechanism connected therewith for controlling the engine throttle opening. The normal operating range of the accelerator pedal is indicated in Fig. 1 between the rear full line position and the central dotted line position so when the pedal is in the full line position the engine is idling and when in the central dotted line position wide open throttle position is obtained. 'I'he pedal must be movedl beyond the central dotted position as indicated in the lowermost dotted position for the arm I I4 to move the stem III) inwardly .so

that the contact disk I I I will be moved` away from the contacts |08 and II2. Thus the switch 9| will be closed except when opened by the operation of the accelerator pedal when moved beyond the wide open throttle position.

The switch 9| is connected in series with the 'can be pulled out of engagement with contacts Il!! and'l2l.'

The switch 92` is connected in series with the governor controlled switch device 93 by means of a conductor line |23 leading from contact |2| to a terminal |24 on 'the governor housing |25. A grounded terminal |26 leads into the governor housing and these terminals 'are arranged to be connected or disconnected by an over-center type of switch |21 under the control of a ilexible metal strip |28 having its ends iixed toga pair of centrifugally movable weight members |29 and |30 mounted upon a shaft I3| suitably arranged to be driven by a gear |32 meshing with a gear |33 :fixedmn the tail shaft 21. This centrifugal governor is arranged to natten the'strip |28v to y cause.the switch |21 to connect terminals y|24 and |26 when the vehicle gets above some predetermined speed, for example twenty-four miles per hour when change speed'gearing is in high being normallymoved for contact I8| to en- The conductor line 86 associated with the battery and the ammeter is connected with'contact 99 and a conductor line |02 connects the'contact |00 with the low tension terminal gf `coil 8|. This same coil terminal is connected with'the `disv tributor by a low tension .conductor |03. The.

closing coil 16 of the solenoid is connected by conductor line |04 with the contact |80 and the holding coil a conductor line |05 that forms the winding for the relay corel 96 and is connected tothe conductorline |04 at |06. A conductor line |01 -forms the winding for the relay core "95 and is 5 of the solenoid forms one end of Y speed driving relation. When the vehicleV speed falls below approximately twenty miles per hour then the strip element is bowed by the position of the centrifugal Weights and the over-center switch |21moves out of contact with terminal The closing action of the governor switch can be'nullified by a device indicated generally at |34 under certain engine operating conditions.

-'I'he device is preferably in parallel with the 'governor' switch and of a type that will function to prevent the pawl from being released from the sun gear collar when the vehicle is coasting below the speed at which the governor switch opens toestablish direct drive. 'This device can ,l be of various types but, as illustrated, it consists of a. switch under control of the vacuum conditions in the engine intake manifold M35. Tubea casing |31 having its interior divided by the diaphragm |38 into two chambers. manifold is in direct communication with the lower chamber while the upper chamber is open to atmosphere by means of an opening through which pin |39 extends. This pin is fixed to the diaphragm and is connected with a switch actuating element |40 that controls a conventional over-center type of switch contact member |4| adapted to engage or disenga'ge contact |42 carried by a bracket 4|43 fixed on the casing |31. The casing is grounded as indicated at |44. The contact |42 is connected by a conductor line |45 with the terminal |24 of the governor. Thus when the governor controlled switch is open, and engine vacuum is high, the circuit to the holding coil will be maintained and the spring 14 cannot remove the pawl from' the sun gear collar. Thus direct drive cannot be established even though the governor switch is open to establish the same,V and therefore free wheeling in the drive unit will not be allowed. This condition is found very desirable under certain vehicle operating conditions such as when traveling down a steep grade where it is desired to use the engine as a brake, or when coasting below the speed at which direct drive is normally established by the governor switch. y

A contact member |46 is mounted on the solenoid cross member 61 and is arranged in the path of movement of the pawl rod 62. This contact member |46 is connected by a conductor line |41 with a indicator light bulb |48 secured on the dash and another conductor line |49 connects the indicator light with the contact 80. A switch member |50 is arranged to normally ening |36 connects the interior of the manifold with The intake switch 92 or the foot controlled switch 9 I. When these two switches 9| and 92 are closed then dlrect drive can be had when the governorl switch is open except when the vacuum switch is closed which will occuronly when the vehicle is coasting so that there is high vacuum in the engine intake manifold.

The foot operated switch 9| and the look-out switch 92 are in series with both the vacuum switch |34 and the governor switch |36 but the vacuum switch and the governor switch are in-- parallel. The circuit to the solenoid will be broken w-henever the foot controlled switch or the dash controlledswitch is opened. The circuit lar overdrive is established through the plangage a contact |5| that is grounded as indicated at |52. This switch element |50 is connected by a conductor line |53 with stationary contact |54 in the relay, and another contact |55 is connected by a conductorline |56 with the contact p |8| of the other relay. The contact disk 98 is arranged to complete or break the circuit between contacts |54 and` |55 and spring |42' normally holds the disk away from the contacts.

The clutch member 31 can be moved rearwardly to establish a direct driving connection between the drive ele ent 4| and the tail shaft by meansv of the re`v rse gear shift rail or the manually operable Bowdenv wire 56 controlled at however, this is necessary only in case the vel hicle speed is above that at which overdrive shift would take place. Under all other conditions, the clutch member 31 establishes a driving connection between the tail shaft 21 and the 'driver element 34 that is splined to the planetary ring gear, such position 0f the clutch member 31 being maintained by spring 48.

' Assuming that the clutch member 31 is in driving relation between the tail shaft and the planetary gearing and that the ignition switch is turned on, it is possible to have either a direct drive through the overrunning clutch or an overdrive through the p1anetary\gearing. In order for' the drive to be direct, the circuit to the sole- I ture to its normal position.

etary gearing, and whenever the pawl is removed from the sun gear collar then direct drive can be established from shaft`25 to shaft 21 through the overrunning clutch.

As shown in Fig. 3, the control system is deenergized so that direct drive through the overrunning clutch will take place. In Fig. 2 the control system is energized and the pawl engages the sun gear collar to provide overdrive Athrough the planetary gearing.

established after the vehicle reaches some pre-y Overdrive is determined speed and then torque reversal is obtained by actuating the accelerator pedal in a throttle closing direction. Under such circumstance the centrifugal weights |29 and |30 of the governor have moved in a direction to iiatten out the strip |28 and engage the over-center switch |21 with the terminals |24 and |26 thus energizing the conductor line |01 and actuating the relay core 95 to move the disk so that oontact engages contact 99, such disk movement moving contact |8| away from contact |00. As the closing' coil winding 16 of the solenoid is connected to contact |80 byline |04 it will thus be energized and theholding coil 15 will also be energized through conductor |05 that is also connected to the contact |80. Energizing the conductor |05 will move the electromagnet core 96 which moves the disk contact 98 so that contact |55 is connected to contact |54. As the solenoid closing coil 16 is4 energized it inoves the armature 69 toward the sun gear collar against the action of the spring 14, and such ymovement of the armature will compress spring 12 but will not change the position of I the pawl rod 62, as it is blocked, until torque reversal of the sun gear takes place and thus as contact 10' engages the switch element |46 the light circuit is established when the contact |80 is moved into engagement with contact 99. When the armature is moved, as just stated, it carries the switch element 18 therewith. as shown in Fig. 2, and thus breaks the circuit t0 the closing coil 16 of the solenoid. /The armature remains inits adjusted position because the holding coil 15 isV energized and will prevent the compressed spring l14 from returning the arma- The pawl rod is thus held under spring pressure ready to be shot into one of the recesses of the sun gear collar when the torque on such collar is reversed and |00. Contacts |54 and contact |53 is connected to contact 'tween contacts |54 to the control system assaass to register. This reversal of torque is obtained when the driver raises his foot on the accelerator pedal. The purpose of the light is to warn the driver that the pawl is ready to establish overdrive but that the torque reversal pedal movement must be made before the pawl can engage.

the sun gear collar. As soon as torque reversal takes place the compressed spring 12 will push the pawl into a recess in the collar and overdrive is established.` As the pawl rod isthus moved by the spring 12 the contact 10 `is disengaged I from contact element |46 to open the light cir` cuit.

When the drive mechanism is in overdrive, the shift back to direct drive can take place in several ways but due to the pressure holding the collar and pawl together there must -bea torque reversalbefore the pawl can be withdrawn i'rom the sun gear collar by spring 14. In the" present instance this reversal of torquel is obtained by grounding ouif the engine ignition temporarily. The arrangement is such that the groundingout is discontinued under control oi the pawl rod and in addition the grounding out will be discontinued within a predetermined time limit in the event the pawl rod fails to function for this purpose. Such reestablishment of the ignition system will guarantee against motor failure.

When in overdrive the electrical system is in the relation shown in Fig. 2 so that whenever either switch 9| 4or 92 is openedv or whenever switch 93 is opened and switch |34 is open then the circuit through conductor line |01 leading to relay contact 99 is broken and the relay core 95 is deenergized Vallowing spring |0| to move contact |80 away from contact 99 and engaging contact i8| with contact |00. The holding coil 'i5 is thus disconnected from the contact 99 and releases the solenoid armature, but as the spring 14 overcome the driving torque force against the pawl tli're must be a reversal of the torque force before the pawl is withdrawn by the spring action.

This reversal lof torque is obtained whenever the circuit through conductor line |01 is broken deenergized so that spring |i moves contact |80 away from contact 99 and closes contacts |.8|

by disk 98 because of the magnetictime delay designed in the relay and as contact v| 00 is connected to coil 8| by conductorline |02 and as |54 the lenttion system will be groundedV through switch elements |50 -and |5I. Such ground remains until torque reversal allows the spring 14 to release the pawl and suchrelease moves the pawl -rod back to a position that disconnects switch element |50 from the groundedA element |5| thereby breaking the; ground-out circuit. The ignition will be normally thus restored but in case of failure for any reason then the' ignition will be deiinitely renewed after a predetermined time interval as the disk 90'will. be moved, at

' the completion of the magnetic time delay in the relay, by spring |42 to break the connection be jand |55 thus opening conductor line lite. Y

The vacuum controlled switchV is not necessary and can be dispensed with does not have suiilcient strength to' 55 remain bridged when coastingl below drive as otherwise there would be free wheeling and the lengine could not be as a brake the governor switch cut-out speed.

The control arrangement herein described takes careb of al1 driving conditions and is fool-` proof. The reversal oi torque'ior shifting back and forth Ybetween direct and overdrive will be readily accomplished and without danger of engine stalling,` and when shifting into overdrive the driver' will be advised byv a signal it he neglects to reverse the torque so that overdrive clutch shift can take place. f

Although the invention has been described in connection withs. specitlcembodiment, the principlesinvolved are susceptible of numerous other applications which will readily occur to persons skilled in the art. The invention is therefore to be limited only as indicated by the scope of the including a shii'table brake element, control means for the element including electro-magnetic means for shifting said element, governor responsive control means for said electro-magnetic means, and means operable to nullify the planetary y to be opened when establish direct effect oi' said governor responsive control means for said electro-magnetic means in response tol certain engine operating conditions. I

2. In a motor vehicle transmission mechanism having a brake element shiftable to` establish two driving speeds, control means for the element comprising electro-magnetic means for shifting said element, speed controlled means forV said electro-magnetic means, and vacuum controlled means operable to nullify the normal eect of said speed controlled means on means during dition.

3. In a motor vehicle transmission mechanism having planetary gearing selectively operable to transmit a, direct drive through an 'overrunning clutch or a modiiled drive around the overrunning clutch, of means for selectively,r .controlling said gearing comprising a brake movable into and out oi' engagement with an element of the planetary gearing, electro-/inagnetic means for shifting said brake, a governor operated switch controlling the electro-magnetic means to engage and disengage` said` brake, and control means operable to nullify-the normal eebt of said governor operated switch while the vehicle is coasting below would normally be allowed.

4. In a motor vehicle transmission mechanism having a brake element selectively shiitable to estab h two driving speeds, an electrc-mag netic system for a torque reversal in the transmission mechanism, switch means operable to control said electromagnetic syste'm, and an associated with said lelectro-magnetic system to be lclosed when said switch means is closed and torque reversal permits/shift` ing of said brake element after closing said switch means.v l

5. In a motorvehicle transmission mechanism having a brakeelement selectively hshii'tabie to drive or overdrive. a rod con-4 nected to shift said brake element, an electromagnetic systern for actuatingsaid r`od, an indicator light said electro--magnetic'y .a certain engine operatingl cona speed at which free wheeling shifting said lbrake element after indicator light circuit system having 4a switch'.,said rod f closing said light system switch, and a switchsaid rod releasing said light switch when moved in response to the energizing of said electro-magnetic system to shift.

Y 6. In a motor vehicle transmission mechanism having a brake element selectively shiftable to establish direct drive or overdrive, a rod connected to shift said brake element after a torque reversal, an electro-magnetic system for controlling the operation of said rod, a spring urging said rod into direct drive relation, an indicator light circuit connected with the electro-magnetic system and having a switch closed by said rod when in direct drive position, a switch operable to energize said systems to obtain overdrive, said electro-magnetic system compressing said spring to urge said rod to move the brake element' into overdrive position, said spring being released upon a torque reversal in the transmission and opening said light system switch when actuating said rod, and means in said electro-magnetic system for returning said rod to normal position when said electro-magnetic system switch is opened.

l 7. In a motor vehicle, an engine electric ignition system, a transmission mechanism brake element shiftable to control two driving speeds, an electro-magnetic system operable to shift said brake element, a ground-out connection for the ignition system, means in the electro-magnetic system establishing the ground-out connection for a predetermined time interval when such system is energized, a switch operable to control said electro-magnetic system, and a switch in said ground-out connection operable 'by said brakeA element, said brake element being adapted to open the associated switch in said groundout connection prior to the opening action of the time interval switch.

8. In a motor vehicle, an engine electric ignition system, a transmission mechanism control element shiftable to control two driving speeds, an electro-magnetic system operable to shift said control element, including a relay and a solenoid, said solenoid being associated to shift said conassente `operable to energize said electro-magnetic system and said indicator light system when closed,-

ling said electro-magnetic system, said relay closing the ground-out line when the solenoid is energized and opening the ground-out lin'e a defl- ,nite interval after the solenoid is deenergized.

l1. In a motor vehicle, anv engine electric ig nition system, a transmission mechanism control means operable to establish a modied driving speed, an electro-magnetic 'system including a relay and a solenoid for actuating said control means, delayed closing switch means in the relay, a ground-out line for the ignition system controlled by said relay switch means, and switch means operable system.

l2. In a motor vehicle having a dash and an accelerator pedal, control means for an element operable to establish two driving speed ratios jin a power transmission mechanism comprising an electro-magnetic circuit including a relay and a solenoid, actuator means for said element responsive to said solenoid, a switch in the circuit operable at the vehicle dash, another switch -in the circuit operable by the accelerator pedal, and a governor operated switch in the circuit, said governor switch being operated in accordance with predetermined vehicle speeds, said switches all being arranged in series and each having the same eect on the circuit.

i3. In a motor vehicle, an engine electric ig- 4nl tion system, a transmission mechanism control means operable to establish a modified driving speed, an velectro-magnetic system including a relay and a solenoid for actuating said control means, a delay closingswitch means in the relay,

trol element, a ground conductor line connected v with the ignition system, the relay and the solenoid, two switches in the ignition ground con ductor line arranged one in the relay and the other in position to be controlled by the solenoid, and control means for the electro-magnetic system.

9. In a motor vehicle, an engine electric ignition system, a transmission mechanism control element operable to control two driving speeds, an electro-magnetic system operable to move said control element and including a relay and a said control element, a ground-out conductor line in the relay and extending adjacent the solenoid, a switch in the relay, said switch being closed when said solenoid is energized and opened a predetermined time' after the'solenoid is deenergized, a switch actuated by said solenoid to controlledby said relay, and means for control--l solenoid, said solenoid being operable to aotuate a ground-out line for the ignition system controlled by said relay switch means, and a plurality of switch means in series in the electro-magnetic system individually operable to produce the same effect upon the relay.

14. In amotor vehicle, an engine electric ignition system, a transmission mechanism brake element shiftable to establish two driving speeds, an electro-magnetic system operable to shift said brake element, a ground-out connection for the ignition system, relay means in the electro-magnetic system establishing the groundout connection for a predetermined time interval after the system is-energized, a manually controlled switch in the system', and a governor controlled switch in the system, said switches being in series and individually operable to conf trol the system.

15. In a power transmission for driving a motor vehicle having van internal combustion engine provided with an electrical ignition circuit, driving mechanism including a sun gear, pawl means :for holding or releasing said sun gear, a'spring normally acting on said pawl means to relee said sun gear, a solenoid operable to act against said spring to move the pawlmeans into holding relation with said lsun gear, said pawl means being movable to engage or., release the sun gear only after torque reversal, a ground line in the electrical ignition circuit for obtaining torque reversal having a self-closing'switch therein, said switch being held open directly by said pawl means when in sun gear releasing position, and an electrical system connected to energize said solenoid to control said pawl means position, said system including a control switch.

16. In apparatus for controlling the overdrive of an automotive vehicle propelled by an internal combustion engine having electrical ignition apparatus, the combination with the sungear of` the overdrive mechanism of a sun gear locking t0 control said lelectro-magnetic l pawl, a spring normally holding the pawl in nonlocking position, means for moving the pawl into locking position against the action of said spring, a current source for operating the ignition apparatus, means for rendering the pawl moving means inoperative and for short circuiting the ignition apparatus so as to render the engine inoperative to apply torque to the overdrive to permit the spring to retract the pawl and for automatically interrupting said short circuit after the lapse of a predetermined time interval independently of movement of the pawl to non-locking position, and other means for automatically interrupting said short circuit in response to retraction of the pawl from the sun gear.

17. In apparatus for controlling the overdrive of an automotive vehicle propelled by an internal combustion engine having electrical ignition apparatus, the combination with the sun gear of the overdrive mechanism of a sun gear locking pawl, a spring normally holding the pawl in non-v said spring, said solenoid having an armaturemoving coil and an amature holding coil, a switch responsive to operation of the solenoid'for opencircuiting the armature-moving coil, a current source for operating the ignition apparatus and solenoid, a short circuit for rendering'the ig' coil of the solenoid in response to the closing of the normally open contacts of the solenoid relay,

` and a switch having normally open contacts in locking position, a solenoid for moving the pawl into locking positionagainst the action of said spring, a lcurrent source for operating the ignition apparatus and'solenoid, means for controlling the circuit between the current source and solenoid, and means for controlling a short circuit oi the ignition apparatus and operating during a predetermined time interval after inter ruption of the solenoid circuit to maintain the ignition circuit short circuited so as to render the engine inoperative to apply torque to the overdrive to permit the spring to retract the pawl and iinally operating to open the ignition short circuit, and other means for automatically opening the short circuit of the ignition apparatus in response to retraction' of the pawl from the sun gear.

18. In apparatus for controlling the overdrive of an automotive vehicle propelled by an internal combustion engine having electrical ignition apparatus, the combination with the sun gear of the overdrive mechanism of a sun gear locking pawl, a springnormally holding the pawl in nonlocking position, a solenoid i'or moving the pawl into locking position against the action of said spring, a current source for operating the ignition apparatus and solenoid, a short circuit for rendering the ignition apparatus inoperative, a sole noid relay having normally closed contacts in the ignition short circuit and having normally open contacts for connecting the,current source with thelsolenoid, means for controlling the connection between the current source and the solenoid relay magnet coil, a measured time relay having i i normally open contacts in the ignition short circuit and having its magnet coil connected with the current source in response to the closing of the normally open contacts of the solenoid relay, and a switch having normally open contacts in the ignition short circuit and being closed in response to movement of the pawl into sun gear locking position, said ignition short circuit being established to relieve engine torque in response to return of the solenoid relay to normal condithe ignition short circuit and being closed in" response-.to movement of the pawl into sun gear locking position, said ignition short circuit being established to relieve engine torque in response to return of the solenoid relay to normal dondition while the contacts of the measured time relayand of said switch remain closed.-

20. In apparatus for lcontrolling the overdrive of an automotive vehicle` propelled by an` internal combustion engine having electrical ignition apparatus, the combination with the sun gear of the overdrive mechanism of a sun gear locking pawl, a. spring normally holding the pawl in. non-locking position, a solenoid for moving the pawl into locking position against the action of said spring, a current source for operating the ignition apparatus and solenoid, a short circuit said short circuit including a pair of normally for rendering the ignition apparatus inoperative,

closed contacts and two pairs of normally open contacts in series, means for connecting the solenoid with the current source and for separating the normally closed contacts of' the short circuit, -a measured time relay for closing one pair of normally open contacts of the short circuit and having its magnet coi1`connected with the current source by the solenoid connecting means, and meansresponsive tothe movement of the pawl into locking position for closing the other pair of normally open contacts in the ignition short circuit, said ignition short circuit being established in response to return of the solenoid connecting means to'normal .condition while the other pairs of contacts remain closed.

21. In apparatus for controlling the overdrive of 'an automotive vehicle propelled by an internal combustion engine having electrical ignition apparatus, the combination with the sun gear of the overdrive mechanism of a sun n gear locking pawl, a spring normally holding the pawl in non-locking position, a solenoid for moving the pawl into locking position against the action of said spring, said solenoid having an armature-moving coil and an armature holding col, a switch responsive to operation of the so1enoid for -open-circuiting the armature-moving coil,I a current source for operating the ignition apparatus and the solenoid, a short circuit for rendering `the ignition inoperative, said short circuit including a pair of normally open contacts in series, meansfor connecting the solenoid with the current source and for separating the normally closed contacts of the short circuit, a measured time relay for closingone pair of normally open contacts of the short circuit and having its magnet coil connected with the current source by the solenoid connecting means and in -serieswith the holding coil ofthe solenoid, and means responsive to the movement of the pawl into locking position for closing the other pair of normally open contacts in the ignition short circuit, said ignition short circuit being established in response to return of the solenoid connecting means ,to normal condition while theA other pairs of contacts remain closed.

22. In apparatus for controlling an automobile overdrive having planetary gearing including a sun gear, the combination comprising a sun-gear locking pawl, a spring normally holding the pawl in non-locking position, means for moving the pawl into locking position against the action of said spring, means for rendering the pawl moving means inoperative and for rendering the engine inoperative to apply torque to the`overdrive to permit the spring to retract the pawl and for automatically restoring the engine torque after the lapse of a predetermined time interval independently of movement of the pawl to non-locking position, and other means for automatically restoring engine torque in responseto the retr-action of the pawl from the 23. In apparatus for controlling an automo- `bile overdrive having planetary gearing includ.-

ing a sun gear, the combination comprising'a sun-gear locking pawl, a spring normally holding the pawl in non-locking position, a solenoid for moving the pawl into locking position against the action of said spring, means under the control `of the driver for rendering the solenoid inoperative and for causing the automobile engine ignition apparatus to be non-.operative A whereby the engine is inoperative to apply torque to the overdrive, and means independent of the driver for automatically restoring operation of the engine ignition apparatus after the lapse of a predetermined interval of time independently of movement of the pawl to non-locking position,v

and other means for automatically restoring operation of the engine ignition apparatus in responlse tothe retraction of'thelpawl from the sun gear.

24. In apparatus for controlling the overdrive of an automotive vehicle propelled by -an internal' combustion eng-ine having electrical ignition apparatus, the combination with the sun gear of 'torque to the .overdrive to permit the spring to retract the pawl. and for automatically restoring the connection between the current source and the ignition apparatus after the lapse of a predetermined time interval independentlyvof movementy of the pawl tok non-locking position, and other means for' automatically connecting the current source with the ignitio'n apparatus in response to retraction of the pawl from the sun gear.

25. .In apparatus for controlling the overdrive of an automotive vehicle propelled by an internal combustion engine having electrical ignition apparatus, the combination with the sun gear of the overdrive mechanism of a sun-gearlocking pawl, a spring normally holding the pawl in nonlocking position, a solenoid for moving the pawl into locking position against the action of said spring, a current source for operating the ignito render'the engine inoperative to apply torq`ue to the overdrive to permit the spring to retract the pawl and finally operating to restore the ignition circuit, and other means for automatically connecting the current source with the ignition apparatus in response to retraction of the pawl vfrom the sun gear. n

26. In a drive for engine Adriven mechanism having a drive shaft, a driven shaft, an overrunning clutch for connecting said shafts in direct drivingrelation and gearing including a sun gear for connecting said shafts in overdrive relation,

a control system for the sun gear comprising a shiftable pawl for engaging and braking said sun gear, means including'a solenoid for shifting said mechanism having a brake element shiftable to v establish over-drive, means including a solenoid for shifting the said brake element, a current source, speed controlled circuit means for connecting -the solenoid With the current source, blocker means for preventing application of the brake means without torque `reversal in the mechanism through reduction in motor speed, and a signal lampconnected with the circuit means to be energized only while the solenoid is energized and the brake element is disengaged.

28. In a motor vehicle transmission mechanism having a brake element selectively shiftable to establish direct drive or overdrive, a rod connected to shift said brake element, an electromagnetic system ior actuating said rod, an electric signal. light system having a self-opening switch, said rod closing said switch when in direct drive position, and a switch operable to energize said electromagnetic system and said electric signal light system when closed, said rod releasing said light switch when moved to establish overdrive.

29. In a power transmission for driving `a motor vehicle having an internal combustion engine provided with an electrical ignition circuit, driving mechanism including a sun gear, pawl means for holding or releasing said sun gear, a spring normally acting on said pawl means to release said sun gear, a solenoid operable to act against said spring to move the pawl means into holding relation with said sun gear, said-'pawl means bevmeans when in sun gear releasing position, and

an electrical system connected to energize said solenoid to control saidpawl means position, said system including a speed responsive control switch.

30. In a power transmission for driving a motor vehicle having an internal combustion engine provided with an electrical ignition circuit, driving mechanism including a sun gear, pawl means for holding or releasing said sun gear, a spring normally acting on said pawl means to release said sun gear, a solenoid operable to act against said spring to move the pawl means into holding relation with said sun gear, said pawl means being movable to engage or releaNse the sun gear only after torque reversal, a ground line in the electrical ignition circuit for obtaining torque reversal 'having a self-closing switch therein, said switch being held open directly by saidY pawl means when in sun gear releasing position, an

electrical system connected to energize said solenoid` to control s'aid pawl means position, and

switches inseries in said system, one of said switches being responsive to vehicle speed andV the other of said switches being manually operable.

31. A motor vehicle overdrive control system comprising a planetary gearing 4having a sun jgear, a current source, a pawl for engaging the comprising a planetary gearing having a sun gear. 4a current'source, a pawl for engaging the sun gear of the overdrive, a solenoid for moving the pawl, means responsive to a predetermined vehicle speed for connecting the current source with the solenoid, means responsive to a predetermined accelerator pedal position for disconnecting the solenoid from the current source to obtain quick acceleration, and means responsive to engine intake vacuum for maintaining the connection between the current source and the solenoid although the vehicle speed may fall substantially below said predetermined vehicle speed, said last mentioned means being rendered inoperativd by quick opening of the engine throttle.

33. A motor vehicle overdrive control system comprising a current source, planetary gearing having a sun gear, a pawl for engaging the sun gear o f the overdrive, a solenoid'for moving the pawl, means responsive to a predetermined vehicle speed for connecting` the current source with the solenoid, and means responsive to en,- gine intake vacuum for connecting the current source with the solenoid, said speed and vacuum responsive means being connected in parallel.Y

'34. A motor vehicle overdrive control system comprising planetary'gearing having a sun gear,

a current source, a pawl for vengaging the sun gearof the overdrive, a solenoid for moving the pawl, means responsive to ay predetermined 've-V hicle speed for connectingl the current source nected in parallel with said speed responsive means. i

CLYDE PATON. 

